Engine governor



Aug. 7, 1 945.. M. MALLORY A ENGINE. GOVERNOR Filed Nov. 25, 1942 [ln-Il lll! IIIIIIII. L...

' AINVENTOR Mar/017, /Wa/ar .1% i n M ,L Z

` v 'Mag/7&5.

-housing I2 and flexible' diaphragm Il.l

' Patented Aug. 7, l1945 UNITED STATES PATENT OFFICE 2,381,550 V ENGINE GovEaNoR Marion Mallory, Detroit, Mich. Application November 25, 1942. Serial No. 466,961

33 claims. (ci. 12s-103) 'I'his invention relates to a governor for controlling. the speed of an internal combustion engine;

It is the object of this invention to produce a governor for controlling the speed of an internal AThis invention contemplates an engine gov-` ernor which will control the speed of an internal combustion engine atany predetermined desired speed with greater precision and nicety than heretofore possible. l In the drawing:

Fig..1 isi an elevation partly in section showing my engine speed governor.

Figs.` 2, 3 and 4are sections along the lines 2 2, 3-3, and 4-4 of Fig. l. r

Referring more particularly to the drawing there is shown a 'governor housing I having an inlet 2 and an outlet 3. The governor housing is adapted to be connected into the intake manifold of an internal combustion engine on the engine side of the carburetor.

The housing is provided with a venturi 3. A governor valve 4 of the butterfly type is mounted within the housing on shaft 5 journalled in housing I. `Crank 5 is fixed on shaft 5 outside of the housing I. `A tension spring 1 having one endV ernor can be used for controlling the air charge' of an internal combustion engine where injection is used to inject the fuel into the engine instead of using a carburetor. Thus, the governor valve 4 is unbalanced so that the gas iiowing through the housing I by valve 4 tends to open the valve *instead of tending to close it as in the conventionall velocity governor.

A suction device is provided for operating governor valve 4. `'Ihis suction device comprises a Diaphragm II is connected by rod I8 to crank 9.

Housing l2 tothe left of diaphragm II communicates with atmosphere whereas housing I2 to the right of diaphragm II communicates only with and is connected into conduitl I3. Conduit communicates at one end with conduit I3 and at the other end with orifice I5 in venturi 3. Conduit Il communicates at one end with conf duit I3 and at the other end with orifice II in venturi I8 in the intake passageway A restric-l tion in the form of a manually operated screwtype needle valve I9 is provided in conduit I3 between suction device I2 and the point at which conduit I3 communicates with conduits I4 and I6. Needle valve I9can be screwed inwardly` to restrict orifice 50 in conduit I3 and thereby restrict the flow of iluid through conduit I3 to and from the suction device I2 and screwed outwardly to decrease this restriction Thus, by:

means of needle valve I9 the pliessure in suction device I2 can be adjusted or regulated without affecting the pressures in conduits I3, I4 and I6. ABy adjusting'needle valve I9 inwardly, the power of the -suction device I2 is reduced, and by adjusting the needle valve outwardly, the power of the suction device I2 is increased. It is very yimportant vthat the needle adjustment I9 be `located parallel to conduitsk I4 and I8 and at a point that the pressures 'in conduits I3, I4 and I-l are not effected when adjustment is being made. Venturis 3 and I8 are valuable for low speed governing but are not essential, although preferred, for governing at the 'higher engine speeds,

Conduit I3 is arranged to communicate with atmosphere but this communication is controlled by a centrifugally 'operated governor valve. The centrifugally operated governor valve is arranged so that it can be mounted within the distributor housing 20 of the .ignition system for the internal combustion engine. The distributor is not shown in detail but the distributor arm is designated 2 I,

the cam 22, the distributor points 23' and the wires 24 leading to the spark plugs.

The distributor, shaft 25 is Journalledin the housing 20 by means of bushings 26 and 21 which are spaced as at 28 to provide a circumferential clearance about the shaft 25. The shaft 25 is provided with a diametrical opening 29 which continuously communicates with clearance 28 as the shaft rotates. communicates with conduit I3 through passageway 30 in the housing 28. Shaft 25 is providedv with a cylindrical enlarged portion 3I, the longitudinal axis of which extends perpendicularlyto the axis of rotation of shaft 25.

Cylinder 3| is provided with an opening 32 of hexagonal section in which is reciprocably mounted the centrifugally operated valve 33 (Fig. 2). Valve 33 is centrifugally unbalanced so that centrifugal force will tend to move the valve outwardly from the axis about which it rotates and.

Clearance 28 continuously 1 within cylinder 3|.

communicates at one end with opening 32 and at'the other end with passageway 29. Valve 33 is retained in the cylinder 3l by a threaded plug 31 having an orifice 38 through which communication is established between the interior `of ahousing and opening 32. Housing 20 communicates with atmosphere through opening 39. Valve 33 is normally retained in open position by tension spring 140, one end of which is connected to the valve 33 and the other end of which is connected to a plug 4I of square section mounted in opening 42 also of square section The plug 4I has a threaded connection with adjusting screw 43. Thus,. by

i turning adjusting screw 43, plug 42 can be moved inwardly or outwardly to vary `the tension of spring and thereby determine the speed at which valve 33 closes or restricts orifice 38. Oriflces I5 and I1 are preferably quilled as shown.

The operation'of the device is as follows: The tension of spring 40 will be adjusted so that valve 33 will close or restrict `orifice 38 at whatever predetermined speed desired. As shown, the

engine is operating below the predetermined governed speed. At this time suction device I2 communicates with atmosphere through conduit I3, passageways 3U, 29, 36, 34, 38 and 39. If the carburetor throttle valve is opened to gradually increase the speed of the engine, the velocity of the fuel-mixture charge-flowing through venturi 3 by quilled orifice I5 and by quilled orifice I1 will gradually increase and as the velocity increases the vacuum created at orifices I5 and I1 will increase but this vacuum is air bled through orifice 39, pasageways 38, 36, 29 and conduit I3. However, as soon as the engine reaches the predetermined governed speed, valve 33 will momentarily close orifice 33 and the air bleeding of orifices I5 and I1 vwill cease whereupon a vacuum will immediately be created ,in suction device I2 and governor valve 4` will move toward closed position.l After valve 33 closes the speed of the engine will increase slightly (a few revolutions per minute) beyond the predetermined governed speed momentarily and then drop back to the' governed speed. 'As suction device I2 pulls governor valve 4 towards closed position, the manifold suction or vacuum at orifice I1 will increase but this high vacuum is not impressed upon diaphragm II because it is bled down through orice I5'and conduit I4. In other words, orice I5 changes from a suction orifice to an air bleed orifice when valve 4 moves toward closed position.

When the governor valve 4 closes, the vacuum would cause the engine to slow down too much and in turn cause valve 4 to flip open again too quickly and cause the engine speed to' increase rapidly. In otherl words, thisblending down of thev manifold vacuum assists the governor valve to operate more smoothly and Hprevents surging of the engine, that is, abrupt and substantial changes in the speed of the engine from the governed speed as the governor` valve opens and closes.

Should the engine start to;` slow down slightly due to increased load, the lower vacuum at orifice I1 permits the spring 1 to start valve 4 toward an open position. Naturally, as the governor valve 4 moves toward open position, the vacuum drops rapidly at orifice I1, but orifice I5 now becomes a suction orifice due to increased velocity through venturi 3 by orice I5 and thereby prevents a sudden drop of suction in the suction device. Thus, valve 4 closes smoothly and opens smoothly which prevents surging and maintains a substantially constant engine speed instead of a variable or surging speed.

The governor valve 4 can be used in conjunction with the conventional manually operated carburetor throttle valve or it can be used as the sole throttle valve in the intake passageway. 'I'he governor housing 2 can be part of the carburetor; the governor valve 4 serving as the carburetor throttle and the venturi above the throttle can be the carburetor venturi.

Heretofore one of the major troubles with all governor valves controlled by the manifold vacuum has been that they flip closed abruptly as soon as they start to close. Naturally, as soon as these governor valves of the prior art flip closed, the manifold vacuum becomes very high and holds the governor valve closed until the engine speed is almost reduced to idle or low enough so that the vacuum would drop considerably to permit the spring to open the valve. The governor valve then flies open abruptly and the engine races until it again reaches its governed speed whereupon the governor trips closed again and remains plastered or almost closed until the engine speed again decreases almost to idle.

`This major trouble or defect in the prior art governor valves controlled by manifold vacuums has been obviated in my governor.

' The governor .valve 4 is unbalanced so that the engine suction acting directly on this valve tends to open it, that is, when valve 4 is closed the difference in pressure conditions obtaining in the intake passageway above `and below .the valve tends to open it, but the manifold or engine suction when it acts indirectly on the valve through the diaphragm or suction device II, I2, tends to close the governor valve 4. This condition is very desirable because it prevents the governor valve 4 from plastering or flipping shut and thereby assists in preventing surging of the engine. If the throttle valve is unbalanced so that the engine suction acting directly on-the throttle valve tends to close it, the vacuum on the engine side of the governor valve when it reaches closed position is so high that the governor valve will plaster or flip shut because the engine suction Will have a closing effect on the governor valve in addition to the diaphragm action tending to close the governor valve. Even if the governor valve is perfectly balanced so that the suction will not affect it, it will still tend to flip or plaster closed due to the increased power in the suction device when the throttle valve is near closed position. Therefore, it is desirable and preferable that the throttle valve should be unbalanced as I show it so that the engine suction' acting directly on the governor throttle valve opposes the engine suction 0r power applied indirectly on the governor valve'by the diaphragm. This assists in preventing the governor valve from plastering closed vand thereby assists in preventing surging of the engine. l

Assuming that adjustment screw 43 has been set so that spring 40 would permit the governor considerable -engine surge and tail, i. e., convalve to close at an engine speed of 3000 R. P. M., the vacuum caused by the velocity of the air or .charge flowing .by oriilces I .and I1 would start valve 4 to move towards a closed position as the engine speed approached 3000 R. P. M. 'The vacuum at orifice I'I would increase rapidly as valve f K t This effects an appreciable economy in the manu- 3 moved toward closed position, but the higher the vacuum in line I3 and valve chamber 32 became, the more difficult it becomes to close valve 33 because the suction through orifice 38 tends to hold valve 33 away from its seat 5I and prevent plastering of valve 33, i.' e., prevent valve. t 33 from flipping closed abruptly.

-As lvalve 33 starts to close, the vacuum increase behind it, that is, in chamber 32 which actually prevents valve 33 from remaining closed or plastering. When the engine reaches its predetermined governed speed, say, 3000 R. P. M., valve 33 does completely close orifice 33' but only momentarily so that enough suction or vacuum will be created in the suction device to start valve I moving toward closed position. 'Ihe pressure acting on valve 33 throughout the area of seat 5I is always atmospheric whereas thepressure in chamber 32 when the engine is running is sub-atmospheric. Thus, atmospheric pressure is always acting on valve 33 and tending to open it or hold it open in opposition to the centrifugal yforce tending to close. it. However, as soon as valve I moves toward closed position, 'the vacu`um increases in conduit I3 and chamber 32 andholds valve 33 a slight distance off from its seat. If thel engine speed is decreased, the vacuumalso decreases with the decreases inthe centrifugal force tendingto close valve 33.. If the engine speed increases, so will the centrifugal force acting onvalve 33. Valve. 33 stays almost closed and its opening and closing variesvwlth the speed aswel] as with the vacuum conditions obtaining in line I3 and chamber 32. Thus, the centrifugal force acting to close valve 33 is counter-balanced by or played against the tension of spring plus the suction acting on valve 33. It is for this reason that the opening and closing of the governor valve 4 follows the engine load very closely to maintain a predetermined governed speed, that is,'as the engine load increases, the governor valve opens to admit more charge to the engine and as the engine load decreases the governor lvalve closes to decrease the fuel charge to the engine and thereby maintain the predetermined governed speed of the engine with remarkable uniformity.

The above is believed to be an accurate descriptlon of the mode of operation of the above described governor, but in any event a governor constructed as above described functions to maintain the engine speed at the predeterminedgoverned speed with practically no surging and only very minor variations in engine speed as the engine load is increased or decreased. Even under a large and abrupt load increase (assuming always. ot course, that the total load is lessI than the power developed by the engine), the engine speed will decrease momentarily only slightly from the governed speed anywhere from a few to about 100 R. P. M. depending upon load conditions.

Another advantage of my governor is that it functions efficiently to govern the engine, as above described, at an! predetermined speed desired regardless of whether this desired speed is high or low or in between. Presently used governors of the prior art are inefficient, particularly at low speeds. and none of them function without siderable overrunning and underr'unning of the governed speed as load conditions change.

It should be noted that the centrifugal valve arrangement shown lends itself admirably to incorporation in the standard ignition distributor.

facture and installation of th'e governor in comparison with the engine` governors heretofore known.

I claim:

1.. In an internal combustion engine having an intake passageway, a governor valve for controlt ling the flow of fluid through said passageway, a suction operated device connected to said governor valve, a conduit connecting the suction device into the intake passageway on the engine side of the said governorvalve, and a. second conduit connecting the suction device with atmosphere, the improvement comprising a centrifugallyfunbalanced valve arranged to revolve about Aan ax-is in accordance with the speed of the engine for controlling communication between the second conduit and atmosphere, said centrifugally unbalanced valve responding to an increase'y in centrifugal force and tending to close said suction operatedv device connected to said governor valve, and a conduit connecting the suction device into the intake passageway on the engine side of the said governor valve, the improvement comprising a valve housing rotated in accordance with the speed of the engine and having a port to atmosphere, a second conduit connecting the suction device with said valve housing, said ilrst and second conduits being -in communication with each other, and' a centrifugally unbalanced valve mounted in'said housing tending to close said port to atmosphere against the suction in the intake passageway on the engine l side of said governor valve, whenever the engine attains a predetermined speed whereby the suction device responds to move said governor valve" toward closed position.

3. In an internal combustion engine having an intake passageway, a governor valve for lcontrolling the flow o1' huid through said passageway, a

- suction operated device connected to said governor valve, a conduit connecting the suction deviceinto the intake passageway on the engine side of the said governor valve, a second conduit connecting the suction device with atmosphere, and a centrifugally unbalanced valve operated in accordance with the speed of the engine for controlling communication between the second conduit and atmosphere, said centrifugally unbalanced valve tending to close said second conduit to atmosphere whenever the engine attains a predeterminedsspeed whereby the suction device respondsto move said governor valve toward closed position, a third'cond'uit connecting the suction device 'into the intake passageway on the atmos- 'phere side ofthe governor valve.

4. 4In an internal combustion engine having an intake passageway, a governor valve for controlling the flow of fluid through said passageway, a suction operated device connected to said governor valve,l a conduit connecting .the suction device into the intake passageway on the engine side of the said governor valve, a valve housing rotated in accordance withthe speed of the enthe atmosphere side of the governor valve.

5. In an internal combustion engine having an intake passageway, a governor valve for controlling the flow of fluid through said passageway, a suction operated device connected to said governor valve, a conduit connecting the suction ond conduit to atmosphere whenever the engine attains a predetermined speed whereby the suction deviceresponds to move said governor valve toward closed position, and an adjustable valve for the first mentioned conduit positioned between the suction device and the point at which the second and third conduits connect into the first device into the intake passageway on the engine side of the said governor valve, a valve housing rotated in accordance with the speed of the engine and having a port to atmosphere, a second conduit connecting the suction device with said valve housing, and a centrifugally unbalanced valve mounted in said housing tending to close said port to atmosphere whenever the engine attains apredetermined speed whereby the suction device responds to move said governor valve toward closed position, and resilient means tending to hold said valve open in opposition to the centrifugal force tending to close the valve, the said valve being arranged in said housing so that it tends to close said port in opposition to atmospheric pressure, a third conduit connecting the suction devicelinto the intake passageway on the atmosphere side of the governor valve.

6. In an internal combustion engine having an intake passageway, a governor valve for control- `ling the flow of fluid through said passageway, a suction operated device connected to said governor valve, a conduit connecting the-suction device with atmosphere externally of said passageway, a second conduit connecting the ilrst mentioned conduit withthe intake passageway on the engine side of the governor valve, the improvement comprising a centrifugally unbalanced valve operated in accordance with the speed of the engine for controlling communication between the first-mentioned conduit and atmosphere, said centrifugally unbalanced valve tending to close said rst-mentionedconduit to atmosphere against lthe suction in the intake passageway on the engine side of said governor valve whenever the engine attains a predetermined speed whereby the suction device responds to move said governor valve toward closed position, an adjustable valve for controlling therst mentioned conduit mounted between the suction device and the point at which the other conduit connects into the lrst mentioned conduit.

7. In an internal combustion engine having an intake passageway, a governor valve for controlling the flow of fluid through said passageway, a suction operated device connected to said govvernor valve, a conduit connecting the suction device with atmosphere, a second conduit connecting the rst conduit into the intake passageway on the engine side of the governor valve. a third conduit connecting the first conduit into the intake passageway on the atmosphere side of. the governor valve, a centrifugally unbalanced valve operated in accordance with the speed of the engine for controlling communication between the second conduit and atmosphere, said centrifugally unbalanced valve tending to c lose said secconduit whereby the pressure condition in the suction device can be adjusted without` affecting the pressure conditions in the second and third conduits. y l

8. The combination as claimed in claim 1 wherein the governor valve isy unbalanced so that the suction in the intake passageway on the engine side of the governor valve tends to open said governor valve.

9. The combination as claimed in claim 2 wherein the governor valve is unbalanced so that the suction in the intake passageway on the engine side of the governor valve tends to open said governor valve.

10. In an internal combustion engine having an intake passageway, a governor valve for controlling the o'w of fluid throughl said passageway, a suction operated device connected to said valve, a conduit connecting the suction device into the intake passageway on the engine side of said valve, a second conduit connecting the suction device into the intake passageway on the atmosphere side of said valve, a third conduit connected into said suction device and leading to atmosphere, and valve mechanism for opening and closing said third conduit to and from atmosphere comprising a valve housing rotated in accordance with the speed of the engine and having a port communicating with said third conduit and a port to atmosphere, a centriiugally controlled valve mounted in said housing and arranged to close-said port to atmosphere whenever the engine attains a predetermined speed whereby the suction device responds to move said governor valve toward closed position.

11. In an internal combustion engine having an intake passageway, a governor valve for controlling the flow of fluid through said passageway, said governor valve being unbalanced so that the now of the charge through said intake passageway tends to open said governor valve, a suction operated device connected to said valve, a conduit connecting the suction device into the intake passageway on the engine 'side of said valve, a second conduit connecting the suction device into the intake passageway on theatmosphere side of valve mechanism for opening and closing said third conduit to and from atmosphere comprising a valve housing rotated in accordance with the speed of the engine and having a port communicating with said third conduit and a port to atmosphere, a centrifugally controlled valve mounted in said housing and arranged to close said port to atmosphere whenever the engine attains a. predetermined speed whereby the/suction device responds to move said governor valve toward closed position.

12. In an internal combustion engine having an intake passageway, a governor valve for controlling the ilow of fluid through said passageway, a spring tendingto hold said valve open, a suction operated device connected to said valve, a conduit connecting the suction device into the intake passageway on the engine side of said valve, a second conduit connecting the suction device into the intake passageway on the atmosto atmosphere, a centrifugally controlled valve mounted in said housing and arranged to close said 'port to atmosphere whenever the engine attains a predetermined speed whereby the suction device respondsto move-said governor valve toward closedposition.

13. In an internal combustion engine having an intake passageway, a governor valvel for controlling ythe flow of iluid through said passageway,

a suction operated device connected to said valve, a conduit connecting the suction device into the intake passageway on the engine side of said valve,

and-a second conduit connecting the suction device into the intake passageway on the atmosphere side of said valve, the improvement comprising a third conduit connected into said suction device and leading to atmosphere, a rotary shaft having a passageway therein continuously a valve housing fixed on said shaft, the interior of said housing communicating with the passageway in said shaft, a port to atmosphere in said valve housing, and a centrifugally controlled valve mounted within said housing for closing said port to atmosphere when the shaft reaches a predetermined speed whereby the suction device responds n to move said governor valve toward closed posia conduit connecting the suction device into the intake passageway on the. engine side of said valve,

tion. v

16. In an internal combustion engine having an intake passageway, a governor valve for controlling the now of fluid through said. passageway, a

suction operated device connected to said valve,

a second conduit connecting the suction device into the intake passageway on the atmosphere side of said valve, a third conduit connected into said suction device and leading to atmosphere,

in communication with said third conduit and rotated in accordance withl the speed of the engine, a valve housing mounted on said shaft for rotation therewith, the interior of said valve housing being in communication with the passageway in said shaft and having a port to atmosphere, and a centrifugally unbalanced valve mounted within said housing for closing said port to atmosn phere when the shaft reaches a predetermined speed whereby the suction device responds to move said governor valve toward closed position, said valve itself constituting the weight which responds to the centrifugal force caused by rotation of said housing.

v 14. In an internal combustion engine having an intake passageway, a governor valve for controlling the ilow of iluid through said passageway, a-suction operated device connected to said valve, a conduit connecting the suction device into the intake passageway on the engine side of said valve, a second conduit connecting the suction device into the intake passageway on the atmosphere sideof said valve, a third conduit connected into said suction device and leading to atmosphere, an ignition distributor shaft rotatable in accordance with the speed of theengine and hav- -ing a passageway therein communicatingv at all times with said third conduit, a valve housing ilxed on said shaft, the interiorv of said housing communicating with the passageway in said shaft, a port to atmosphere in said valve housing, and a centrifugally controlled valve mounted within said housing for closing said port to atmosphere when the shaftA reaches a predetermined speed whereby the suction device responds to move said governor valve toward closed position.

l5. In an internal' combustion engine having anintake passageway, a governor valve for coni trolling the flow of fluid through said passageway, asuction operated device connected to said valve, ,a conduit connecting the suction device into the and valve mechanism for opening and closing said third conduit to and from atmosphere comprising a valve housing rotated in accordance with the speedof the engine and having a port communieating with. said third conduit and a port to atmosphere, a` centrifugally controlled valve mounted in said housing and arranged to close said port to atmosphere whenever the engine attains a predetermined speed whereby the suction device respondstomove said governor valve to- -ward closed position, and means cooperating with one of the above-mentioned first and second conduits for increasing the vacuum produced in the` suction device by the ilow of the fluid through said intake passageway when the centrifugally controlled valve is closed.

17. In an internal combustion engine having an intake passageway, a governor valve for controlling the now of fluid through said passageway, a venturi in said passageway on the atmosphere 40 side `oi? the governor valve, a suction operated device connected to said valve, a conduit connecting l the suction device into the venturi, a second conduit connecting the suction device into the intake -passageway on the engine side of said valve, a third conduit connectedinto said suction device and leading to atmosphere, and valve mechanismfor opening and closing .said third conduit toand fromatmosphere comprising a valve housing roand having a .portcommunicating with said third conduit and a port to atmosphere, a centrifugally,

controlled valve mounted in said housing and arranged to close said port to atmosphere whenever the engine attains a predetermined speed whereby the suction device responds to move said governor valve toward closed position..

18. In an internal combustion engine having an intake passageway, a governor valve for controlling the flow4 of iluid through said passageway, a venturi in said passageway on the atmosphere side of said valve and a venturi in said passageway onA the engine side of said valve, a suction operated intake passageway on the engine side of said device connected to said valve, a conduit connecting the suction device into the venturi on the engine side of ,said valve, a second conduit connecting the suction device into the venturi on Y the atmosphere side of said valve, a third conduit connected into said suction device and leading=to atmosphere, and valve mechanism for opening and closing said third conduit tov and from atmosphere comprising a valve housing rotated in accordance with the speed of the engine and having a port communicating with said third conduit and a port to atmosphere, a centrifugally controlled valvel mounted in said housing and arranged to close said port to atmosphere whenever the engine attains a predetermined speed whereby the suction device responds to mo-ve said gov-` ernor valve toward closed position.

19. In an internal combustion engine having an intake passageway, a governor valve for controlling the flow of fluid through said passageway, a

suction operated device connected to said valve, a conduit connecting the suction device intoithe intake passageway on the engine side of said valve, the improvement comprising a, second conduit connected into said suction device and leading to atmosphere, a rotary shaft having a passageway therein continuously in communication with said second conduit and rotated in accordance'with the speed ofthe engine, a valve housing mounted on said shaft for rotation therewith', the interior of said valve housing' being in continuous comto the suction impressed upon said suctien actuated device and the suction in the intake passageway `between the governor valve and the engine increases and said suction movesl-thelsaid air bleed valve slightly awayfromits seat to air bleed from atmosphere the suction impressed upon the suction device to less thanthe, suction obtaining in the intake passageway `bs'e'tween thelgovernor valve and engine under. such operating conditions. 1 y, i

22. In an internal combustion engine having an intake passageway, mechanism for governing the speed of the engine comprising a governorl valve for controlling the flow of tluidthrough said passageway,4 a suctionactuate'd device having an operative connection with said governor valve, an oricelocated in said passageway on the Aengine side oi said throttle valve, a'conduit connecting said orifice with said suction device, an air bleed orifice to atmosphere, a second conduit connecting said air bleed orifice with the suction device and the aforementioned conduit, a valve for controlling said air bleed orice'and subject centrifugal force created by rotation o said valve Y,

housing, and resilient means opposing the closing of said centriiugally unbalanced valve.

20. In an internal combustion engine having an intake passageway, a device for governing the speed of the engine free from substantial surges in engine speed comprising a governor valve for controlling the flow of fluid through said passageway, a, device actuated by suction from a point in said passageway between the governor valve and the' engine and having an operative connection with' said governor valve, an air Ibleed orifice to atmosphere for said suction actuated device, a valve responsive to changes in engine speed for controlling Asaid air bleed orice, said air bleed valve closing in opposition to the suction from said' intake passageway as the engine reaches its governed speed whereby the governor valve is closed by said suction actuated device in response to. the suction impressed upon said suction actuated device and the suction in the intake passageway between the governor valve and the engine increases and said suction moves the air bleed valve slightly4 away 'from its seat to air bleed from atmosphere the suction impressed upon the -suction device to less than th'e suction obtaining in the intake passageway between the governor valve and engine under such operating conditions.'

2 1. In an internal combustion engine having an intake passageway, a device for governing the speed of the engine free from substantial surges in engine speed comprising a governor valve for controlling the flow of fluid through said passageway, a device actuated by suction from a point in said passageway between the governor valve and the engine and having an operative connection'with said'governor valve, an air bleed orice to atmosphere for -said suction actuated device, a centrifugallyl unbalanced valve responsive to changes in engine speed for controlling said air bleed orifice, said valvev itself constituting vthe centrifugal weight which responds `to changes in the engine speed, s aid air bleed valve closing due to centrifugal force as the engine reaches its governed I speed and in opposition to the' suction from said intake passageway whereby the governor valve is closed by said suction actuated device in response l ordinated with the force of the resilient means and the suction from the intake passageway tending to open said air bleed valve whereby when the suction device responds to the intake passageway suction to close said governor valve the suction obtaining in the intake passageway on the engine side of 'the' governor valve will co-act with the said resilient means in opposition to the forcev tending to close said air bleed valve and hold the air bleed valve slightly open to air lbleed the suction impressed upon the suction device to less than the suction obtaining in the intake passageway.

under such operating conditions.

23. The, combination as claimed in claim 22 including a third conduit connecting the suction device with an orifice in the intake passageway on the atmosphere side of said governor valve whereby the orice between the governor valve and atmosphere plays the role of an air bleed to the other orice in said intake passageway when the said governor valve moves toward closed position and said orice between the governor valve a'nd atmosphere ceases to be an air bleed and becomes a suction orifice when the governor valve moves toward open position.

24. In an internal combustion engine having an intake passageway, mechanism for governing the speed of the Vengine comprising a governor valve for controlling the ow of fluid through said passageway, a suction actuated device having an operative connection with said governor valve, a venturi located yin said intake passageway on the engine side of said throttle valve, an air bleed orice, anorifice in said venturi, a conduit connecting said air bleed orice with the suction device and the aforementioned orifice, a valve for controlling said air bleed orifice and subject to thesuction obtaining in the intake passageway on the engine side of the throttle valve, means responsive to changes in engine speed for controlling said air bleed valve, the said speed responsive means tending to close said air bleed valve in opposition to said suction from said intake passageway as thevengine reaches its governed speed, resilient means opposing the closing of said air bleed valve, the force urging saidair bleed valve' closed "when said engine reaches its governed speed being Vcoordinated with the force of the resilient means` and the suction from the intake passageway tending to open said air bleed valve whereby when the suction device responds to the intake passageway suction to close said governor valve the suction transverse to the axis of rotation of said housing, lthe said piston valve itself being centrifugally unbalancedy and responding to changes in engine i speedfor controlling said iluid bleed orice, said piston valve tending to close in response to centrifugal forceand in opposition to the suction from obtaining in the intake passageway on the engine side of the governor valve will co-act with the' said resilient means in opposition to the force tending to close said air bleed valve and hold the air bleed valve slightly open to air bleed the suction impressed upon the suction device to less than the suction obtaining in the intake passageway under such operating conditions.

25. In an'internal combustion engine having an intake passageway, mechanism for governingl the speed of the engine comprising a governor valve for controlling the flow of iluid through' said passageway, a vsuction actuated device having an operative connection with said governor valve, an orince located in said passageway on the engine side of said throttle valve, a conduit connecting said orice with said suction device, an air bleed oriilce to atmosphere, a second conduit connecting said air bleed orifice with the suction `device and the aforementioned conduit, a 'centrifugally unbalanced valve responsive to changes in engine speed for controlling said air bleed orifice, said .valve itself constituting the centrifugual. weight which responds to changes in the enginev speed, said air bleed valve tending to close due to centrifugal force as the engine reach'es its governed speed and in opposition to the suction from said intake passageway, resilient means opposing the closing of .said air bleed valve,v the force urging said valve closed when said engine reaches its governed speed being coordinated with the force of the resilient means and the suction from the intake passageway tending to open said air bleed valve whereby when the suction device responds to the intake passageway suction 'to close said governor valve the suction obtaining in the intake passageway on the engine side of the governor valve will co-act with' the said resilient means in opposition to the force tending to close said air bleed valve andv hold the air bleed valve slightly open to air bleed the suction impressed upon the suction device to less than the suction obtaining in the 4intake passageway under such operating conditions.

26. The combination as set forth in claim 25 including a third conduit connecting the suction device with an orice in the intake passageway on the atmosphere side of said governor valve whereby the orice between the governor valve and atmosphere plays the role of an air bleed to the other orice in said intake passageway when the said governorr valve moves toward closed position and said orifice between the governor valve and l atmosphere ceases to be an air bleed and becomes a suction orifice when the governor valve moves toward open position.

27. In an lntemal combustion engine having an intake passageway, a device for governing the speed of the engine comprising a governor valve for controlling the flow of motive fluid through said passageway, a, device actuated by suction from a point in said passageway between the governor valve and the engine and having anv operative connection with' said governor valve, a valve housing rotated in accordance with engine speed,

said intake passageway as the engine reaches its governed speed whereby the governor valve is ,closed by said suction actuated device in response to the suction impressed Avupon said suction actuated device from said intake passageway.

28. In an internal combustion engine having an intake passageway,`a governor valve for controlling the ilow of fluid through said passageway, a suction operated device connected to said valve, a conduit connecting th'e suction device into the intake passageway on the engine side of said valve, a second conduit connected into said suction device, an ignition distributor shaft rotatable in accordance with'the speed of the engine and having a passageway therein communicating with said'second conduit, a valve housing xed on said shaft, the interior of said housing communicating with the passageway in said shaft, an air bleed port in said valv`e housing, and a centrifugally unbalanced valve mounted within said housing for closing said air bleed port when tlie shaft reaches a predetermined speed whereby the suction device responds to move said governor valve toward closed position.

29. In an internal combustion engine having an intake passageway, a, governor valve for controlling the flow of uid through said passageway, a suction operated device connected to said valve, a conduit connecting the suction device into the intake `passageway on the engine side of said valve, a second conduit connected into said suction device, an ignition distributor shaft rotatable in accordance with the speed of the en'- gine and having a passageway therein communicating with said second conduit, a valve housing iixed on said shaft, the interior. of said housing communicating with the passageway in said shaft,

an air bleed port in said valve housing, a centrifugally unbalanced valve mounted within said housing for closing said air bleed port when the shaft reaches a predetermined speed whereby the suction device responds to move said governor valve toward closed position, and an ignition distributor housing for enclosing said rotary valve housing.

30. A governor for an internal combustion-engine having an intake passageway comprising a throttle valve for controlling the now of motive 'fluid through said passageway, a suction actuvated device connected to said throttle valve for imparting movement thereto, a conduit connecting said suction actuated device with the intake passageway on the engine side of said gove'rnor valve, an'air bleed for said suction device, a valve centrifugally controlled in accordance with engine speed for controlling said air bleed, said suction device into the intake passageway on the engine side of the said governor valve, the improvement comprising a vvalve housing rotated in accordance with the speed of the engine and 4having a port to atmosphere external of said passageway, a second conduit connecting the sucton device with said valve housing,-said rst and second conduits being in communication .with each other, and a centrlfugally unbalanced valve mounted in said housing for radial movement toward and away from the axis of rotation of said housing and tending toclose said port to atmosphere whenever theengine attains a predetermined speed whereby the suction device responds to move said governor valve toward closed position, and vresilient means tending to hold said governor throttle valve for controlling'the flowl of motive uid through said passageway, a suction actuated device connected to said governor throttle valve for imparting movement thereto, a conduit connecting Asaid suction actuated device with the intake passageway on the engine side of said governor valve, an air bleed for said suction device, a valve centrifugally controlled in accordance with engine speed for controlling said air bleed, said valve closing at a predetermined'engine speed whereby said suction device moves said governor throttle valve toward closed position, said governor throttle valve being unbalanced so that the suction in the intake passageway on the engine side of the governor throttle valve tends to open said 'governor throttle valve in opposition to the suction device which' moves said governor throttle valve toward closed position in response to intake passageway suction on the engine side of said governor throttle valve when the centrifugal valve closes said air bleed, the said unbalancing of said governor throttle valve keeping the' governor throttle valve from plastering shut when the centrifugal valve closes the air bleed.

33. 'I'he combination claimed in claim 32 wherein the closing of said centrifugal air bleed valve is opposed by the vacuum from the intake passageway on the engine side of said governor throttle valve.

MARION MALLORY. 

